JP2005102425A - Driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the shortage of power supplied from a battery when an engine is restarted. <P>SOLUTION: A driving device comprises: a hybrid ECU 100 that temporarily stops the engine 200 if predetermined conditions are met when the engine 200 is idling; a motor generator 600 that restarts the engine using power whose voltage value is the same as the voltage value of the battery based on the conditions for the engine's return from temporary stop; a capacitor 400 that stores power; and a connection circuit 500 that connects the capacitor 400 and the battery 300 so that power is supplied from the capacitor 400 to the motor generator 600 to suppress a voltage drop in the battery 300 when the engine is restarted. The motor generator 600 is connected to the connection circuit 500, and generates regenerative power to be stored in the battery 400 and the capacitor 300, whose voltage value is the same as the voltage value of the battery 300, when a regenerative brake is applied to the vehicle. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle drive device, and more particularly, to drive a vehicle including an idle stop system that temporarily stops the engine when the engine is in an idle state and automatically restarts the engine based on a return condition. Relates to the device.

  Conventionally, idle stop systems and eco-run systems (economy running systems) that automatically stop the engine when the vehicle is stopped (when the engine is idle) are known. With this system, unnecessary engine drive while the vehicle is stopped can be reduced, fuel consumption can be suppressed, and exhaust gas can be reduced. In such a system, a battery and a capacitor for supplying electric power to a motor generator, a starter motor, etc. for restarting the engine are mounted in addition to an auxiliary battery for supplying electric power to an electric device such as an air conditioner or an audio. Yes.

  Japanese Patent Laying-Open No. 2002-213279 (Patent Document 1) discloses a vehicle equipped with an eco-run system that automatically stops an engine when the vehicle is stopped. The eco-run system disclosed in Patent Document 1 includes a high-voltage power supply battery (36 [V]) and a low-voltage power supply battery (12 [V]) connected to the high-voltage power supply battery via a DC / DC converter. ) And a motor generator connected to a battery for a high-voltage power supply. The battery for the high-voltage power supply supplies power to the motor generator and drives the motor generator. The driving force of the motor generator is input to the engine crankshaft via a pulley. During regenerative braking, the motor generator is driven via the crankshaft. At this time, the motor generator operates as a generator. The electric power generated by the motor generator is stored in a high-voltage power supply battery. The power of the battery for the high-voltage power supply is stepped down by the DC / DC converter and stored in the battery for the low-voltage power supply. The electric power discharged from the low-voltage power supply battery is supplied to various devices mounted on the vehicle.

  According to the eco-run system described in this publication, when the vehicle is stopped, the engine can be stopped to suppress fuel consumption. When the engine is restarted, electric power is supplied from a battery for a high-voltage power supply to drive the motor generator. Thus, the vehicle can be started and the engine can be restarted.

  Japanese Patent Laid-Open No. 2002-238103 (Patent Document 2) preserves the power of a 12 [V] battery used when starting an engine or running a vehicle, and reduces the amount of charge to the 12 [V] battery, Reducing the engine load due to the operation of the generator to reduce fuel consumption, collecting the deceleration energy in the capacitor, and using the power generation (regeneration) during deceleration of the vehicle that does not require fuel, the efficiency of the regenerative operation of the generator Disclosed is a vehicle power generation control device that improves the above. The vehicle power generation control device described in Patent Literature 2 is a vehicle power generation control device that controls a power generation state of a generator driven by an engine mounted on the vehicle. This control device includes a deceleration detection unit that detects a deceleration state of the vehicle, a 12 [V] battery that is a main power supply for the vehicle that is always connected to the generator, and the generator only when the power supply connection condition is satisfied. And a switching unit that connects the generator and the capacitor when the vehicle is decelerating or when the capacitance of the capacitor is larger than a predetermined value. The switching unit uses the battery as a power source when the engine is started.

  According to the invention disclosed in this publication, since the generator and the capacitor are connected when the vehicle is decelerated or when the capacity of the capacitor is larger than a predetermined value, the capacitor is sufficiently charged when the vehicle is decelerated. It becomes possible to do. Therefore, when the engine stops after stopping the vehicle (vehicle equipped with an automatic stop start system), or when the charge amount of the capacitor is larger than a predetermined value (maintenance of the engine control system system, Capacitors can be used as power sources for lamps and the like. As a result, the power of the 12 [V] battery used at the start of the engine or while the vehicle is running can be preserved, and the amount of charge with respect to the 12 [V] battery is reduced, and the engine is operated by the operation of the generator. Since the load is reduced, the fuel consumption can be reduced. Further, since the deceleration energy that has not been used conventionally is collected by the capacitor, the efficiency of the regenerative operation of the generator can be improved by using the power generation (regeneration) during deceleration of the vehicle that does not require fuel. In addition, since the battery is used as the power source when the engine is restarted, the battery that has been preserved when the engine is restarted when the engine is stopped is used to improve engine startability and engine control. The system can be stabilized.

  Japanese Patent Application Laid-Open No. 11-257120 (Patent Document 3) discloses an engine for a vehicle that can reliably restart the engine while extending the stop time of the vehicle engine as much as possible to reduce fuel consumption. An automatic stop / start control device is disclosed. The control device described in Patent Document 3 includes an engine, a starter motor that starts the engine, a capacitor that supplies power to an electric load including the starter motor and is charged by a motor that is driven by the engine, and a remaining capacitor. Capacitor remaining capacity sensor for detecting capacity, 12 [V] power consumption sensor for detecting power consumption taken out from the capacitor, fuel supply control unit for controlling fuel supply to the engine, and detecting a deceleration state of the vehicle A deceleration state detection unit and an engine output control unit that shuts off the fuel supply to the engine by the fuel supply control unit when the deceleration state detection unit detects the vehicle deceleration state. The capacitor is a module in which 12 modules each having a maximum voltage of 2.5 [V] connected in series are connected in series, and the maximum voltage is 180 [V]. The engine output control unit detects a remaining capacity of the capacitor with a capacitor remaining capacity sensor after the fuel supply control unit cuts off the fuel during deceleration, and the remaining capacity activates the starter motor to restart the engine. The engine is stopped when the capacity exceeds the specified level. If the remaining capacity is less than a predetermined capacity, the engine is continuously driven. Also, when the engine is stopped, a deviation obtained by subtracting a predetermined capacity from the remaining capacity of the capacitor when the engine is stopped is compared with an integrated value of power consumption after the engine is stopped. If is larger than the integrated value, the engine is stopped and if the deviation is less than the integrated value, the engine is restarted by the starter motor. A vehicle equipped with this control device is equipped with a 12 [V] auxiliary battery for driving various auxiliary machines, and this auxiliary battery is connected to the capacitor via a downverter. The downverter reduces the voltage value of the capacitor to 12 [V] and charges the auxiliary battery.

According to the invention disclosed in this publication, if the remaining capacity of the capacitor is greater than a predetermined capacity that can start the engine by operating the starter motor during operation of the engine, restarting is possible even if the engine is stopped. It can be determined that this is possible, and the engine can be stopped to save fuel consumption. Further, if the remaining capacity of the capacitor is less than a predetermined capacity during operation of the engine, it is determined that there is a possibility that the engine cannot be restarted when the engine is stopped, and the engine can be driven. On the other hand, when the engine is stopped, a deviation is calculated by subtracting a predetermined capacity from the remaining capacity of the capacitor when the engine is stopped, and an integrated value of power consumption after the engine is stopped is calculated. As a result, if the deviation is larger than the integrated value, it can be determined that the engine can still be restarted, and the engine can be maintained in a stopped state to reduce fuel consumption. If the deviation is less than the integrated value, it can be determined that the engine cannot be restarted unless the engine is started early, and the starter motor can be operated to restart the engine. In this way, by stopping and restarting the engine while monitoring whether the capacitor has sufficient power to restart the engine, the engine stop time is extended as much as possible to reduce fuel consumption. However, it is possible to reliably avoid the engine from being unable to restart.
JP 2002-213279 A JP 2002-238103 A JP-A-11-257120

  However, in the invention described in Patent Document 1, when the electric power of the battery for the high-voltage power supply is stored in the battery for the low-voltage power supply, the voltage value is different. Therefore, the cost increases by the amount of the DC / DC converter, and a space for mounting the DC / DC converter must be secured, so that the degree of freedom of the layout of the vehicle is hindered. In the invention described in Patent Document 2, since the battery is used as a power source when the engine is restarted, there is a problem that the power supplied to the accessories and the engine control system may be insufficient when the engine is restarted. That is, when the engine is restarted, the crankshaft of the engine is normally rotated by a starter motor or a motor generator to restart the engine. However, a large output is rapidly required to rotate the crankshaft. On the other hand, since a battery normally charges and discharges electric power by a chemical reaction, it is not suitable for rapid electric power charging and discharging. Therefore, if the power used by the auxiliary equipment is supplied from the battery when the engine is restarted, the battery voltage will drop rapidly, causing insufficient power to be supplied to the auxiliary equipment, causing malfunctions. There is a problem that there is a risk that. In the invention described in Patent Document 3, when the electric power of the battery of the capacitor is stored in the auxiliary battery, the voltage value is different, so it is necessary to step down the voltage with a downverter. Therefore, the cost increases by the amount of downverter, and a space for mounting the downverter has to be ensured, so that the degree of freedom in the layout of the vehicle is hindered.

  The present invention has been made to solve the above-described problems, and its purpose is to prevent a shortage of electric power when the engine is restarted and a simple and inexpensive vehicle that can prevent malfunction of electrical equipment. It is to provide a driving device.

  A drive device according to a first aspect of the present invention is a drive device for a vehicle equipped with an engine, an electric device, and a battery that supplies electric power to the electric device. When the engine is idling, when the predetermined condition is satisfied, the drive device is configured to temporarily stop the engine, and based on the return condition from the temporary stop of the engine, the voltage value of the battery When restarting the engine, the restart machine that restarts the engine using the same voltage value power, and the power is supplied from the capacitor to the restart machine to reduce the battery voltage. And a connecting means for connecting the capacitor and the battery and a generator connected to the connecting means for generating regenerative power for storing the battery and the capacitor so as to suppress.

  According to the first invention, for example, when the brake pedal is depressed and the vehicle speed becomes zero and the engine is in an idle state, the engine is temporarily stopped by the control means. When the brake pedal is released in this state, the restarter restarts the engine using electric power having the same voltage value as the voltage value of the battery. At this time, when the engine is restarted, the capacitor and the battery are connected so that electric power is supplied from the capacitor to the restarter and suppresses a decrease in the voltage of the battery. Power is supplied. Thereby, when restarting the engine, the restarting machine is driven by the electric power stored in the capacitor, so that a decrease in the voltage of the battery is suppressed and the electric power supplied to the electric device is prevented from being insufficient. . As a result, it is possible to provide a simple and inexpensive vehicle drive device that can prevent power shortage at the time of engine restart and prevent malfunction of electrical equipment. Here, the same voltage value means that the voltage value is the same within a predetermined range.

  In the drive device according to the second invention, in addition to the configuration of the first invention, the generator generates regenerative power at the same voltage value as the voltage value of the battery during regenerative braking of the vehicle.

  According to the second invention, the generator generates regenerative power at the same voltage value as the voltage value of the battery during regenerative braking of the vehicle. This generator is connected to connecting means. This eliminates the need to separately adjust the voltage using a converter or the like when storing the regenerative power directly in the battery, or once storing the regenerative power in the capacitor and storing the power stored in the capacitor in the battery. .

  In the drive device according to the third invention, in addition to the configuration of the first or second invention, the connection means includes means for connecting the battery and the capacitor in parallel.

  According to the third aspect of the invention, with a simple configuration in which the battery and the capacitor are connected in parallel, power can be supplied from the capacitor to the restarter when starting the engine, and a decrease in the output voltage of the battery can be suppressed.

  In the drive device according to the fourth invention, in addition to the configuration of any one of the first to third inventions, the restarter and the generator are the same device.

  According to the fourth invention, the restarter and the generator can be configured as the same device using, for example, a motor generator. Thereby, since it is not necessary to arrange | position a restart machine and a generator separately, the increase in a number of parts can be suppressed and the freedom degree of the layout of a vehicle can be improved.

  A drive device according to a fifth aspect of the present invention is a vehicle drive device equipped with an engine, a starter motor that starts the engine, an electric device, and a battery that supplies electric power to the electric device. This drive device restarts the engine based on a control means for temporarily stopping the engine and a return condition from the temporary stop of the engine when a predetermined condition is satisfied when the engine is idle. A restarter, a capacitor having a voltage value equal to the voltage value of the battery, and at least one of the battery and the capacitor is selected based on a predetermined condition, and either the restarter or the starter motor is selected. And a control circuit that supplies electric power to drive one of the restarter and the starter motor.

  According to the fifth aspect of the invention, for example, when the brake pedal is depressed and the vehicle speed becomes zero and the engine is in an idle state, the engine is temporarily stopped by the control means. When the brake pedal is released in this state, the restarter restarts the engine. At this time, when the engine is restarted by the control circuit, for example, a capacitor having the same voltage value as the voltage value of the battery is preferentially selected, power is supplied to the restarter, and the restarter is driven. As a result, when restarting the engine, the capacitor is preferentially selected and the restarter is driven by the electric power stored in the capacitor, so that the decrease in the battery voltage is suppressed, and the electric power supplied to the electric device Is prevented from running out. As a result, it is possible to provide a simple and inexpensive vehicle drive device that can prevent power shortage at the time of engine restart and prevent malfunction of electrical equipment. Here, the same voltage value means that the voltage value is the same within a predetermined range.

  In the drive device according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect, the predetermined condition is that when the engine is restarted, the capacitor is preferentially selected and power is supplied to the restarter. If the engine cannot be restarted using the capacitor by driving the restart machine, the condition is that the battery is selected, power is supplied to the restart machine, and the restart machine is driven.

  According to the sixth aspect of the invention, when restarting the engine, the capacitor is preferentially selected, and the restarter is driven by the electric power stored in the capacitor. It is prevented that the supplied power is insufficient. When the engine cannot be restarted using the capacitor, the battery is selected, electric power is supplied to the restarter, and the restarter is driven, so that the engine can be restarted reliably.

  In the drive device according to the seventh aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the vehicle is equipped with a switch that detects a start request for the engine of the driver. The predetermined condition is a condition that when the switch is turned on, a battery is selected, electric power is supplied to the starter motor, and the starter motor is driven.

  According to the seventh invention, when the switch is turned on, that is, when the driver's start request is detected, the battery is selected, the electric power is supplied to the starter motor, and the starter motor is driven. As a result, when the engine is started, power is supplied from the battery to the starter motor, and the starter motor is driven to reliably start the engine.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a vehicle equipped with the drive device according to the present embodiment will be described. This vehicle is connected to a hybrid ECU (Electronic Control Unit) 100, an engine 200, a battery 300, a capacitor 400, a connection circuit 500 that connects the battery 300 and the capacitor 400, a motor generator 600, and a connection circuit 500. Inverter 700 is included.

  Hybrid ECU 100 includes a CPU (Central Processing Unit) (not shown) and a memory (not shown). The CPU performs arithmetic processing based on the running state of the vehicle, the accelerator opening, the amount of depression of the brake pedal, the shift position, the SOC of the battery 300, a map and a program stored in the memory, and the like. Thereby, the hybrid ECU 100 controls the devices mounted on the vehicle so that the vehicle is in a desired traveling state. In particular, the hybrid ECU 100 of the drive device according to the present embodiment temporarily stops the engine 200 and satisfies a return condition from the temporary stop of the engine 200 when a predetermined condition is satisfied when the engine 200 is idle. Based on the above, the devices are controlled so that the engine 200 is restarted. As for the predetermined condition for temporarily stopping engine 200 and the return condition, conditions used in a general eco-run system or idling stop system may be used. The explanation will not be repeated.

  The driving force generated by the engine 200 is input to the transmission 202 that can change the gear ratio mechanically, and is transmitted to the rear wheel 210 via the propeller shaft 204, the differential gear 206, and the drive shaft 208. The engine 200 drives accessories such as a water pump 212, a compressor (not shown), and an oil pump (not shown) via a belt. Instead of the rear wheel 204, a front wheel (not shown) may be driven, or both of them may be driven. The type of the transmission 202 is not limited, and an appropriate transmission such as an automatic transmission, a manual transmission, or a continuously variable transmission can be used.

  The battery 300 is a lead storage battery having a voltage value of 14 [V] during charging and discharging. This battery 300 is the same as a 12 [V] battery that is generally used for mounting on vehicles, and the voltage value when charging and discharging power is 14 [V], and when left (when charging and discharging are not performed) The voltage value in the case) is 12 [V]. A battery ECU 100, a load (electric device) 302 such as an air conditioner and audio, and a starter motor 306 are connected to the battery 300. The battery ECU 100 and the load (electric device) 302 operate by receiving power from the battery 300. When the switch 304 is turned on by an ignition key (not shown), the starter 306 is supplied with electric power from the battery 300 and operates to start the engine 200. The battery 300 and the capacitor 400 are connected in parallel by the connection circuit 500. The connection circuit 500 is provided with a switch 308. The switch 308 is controlled to open and close by the ECU 100. Note that a DC / DC converter may be provided instead of the switch 308.

  Capacitor 400 stores the electric power generated by motor generator 600 during regenerative braking of the vehicle. Part of the electric power stored in the capacitor 400 is stored in the battery 300. When engine 200 is restarted, motor generator 600 is driven by the electric power stored in capacitor 400 to restart engine 200. Capacitor 400 does not involve a chemical reaction during power charging / discharging, and therefore can be rapidly charged / discharged. Capacitor 400 is applied with the same voltage value as that of battery 300.

  Motor generator 600 is, for example, a three-phase AC rotating machine, and is connected to a crankshaft (not shown) of engine 200 via a belt. During regenerative braking of the vehicle, a crankshaft (not shown) rotates to drive the motor generator 600 to generate electric power with the same voltage value as the voltage value of the battery 300. In addition, when engine 200 is restarted, motor generator 600 is driven using electric power having the same voltage value as battery 300, performs cranking of engine 200 via a belt, and restarts engine 200. At this time, the vehicle travels by the driving force of the motor generator 600 after the cranking is started until the engine 200 completes the restart.

  Inverter 700 converts the electric power generated by motor generator 600 from alternating current to direct current, and causes capacitor 400 to store the electric power. Further, the DC power discharged from capacitor 400 is converted into AC power, and power is supplied to motor generator 600. The electric power generated during regenerative braking may be stored in both battery 300 and capacitor 400 at the same time.

  The flow of power in the driving apparatus according to the present embodiment will be described with reference to FIGS.

  When starting the engine, when the switch 304 is turned on by an ignition key (not shown), electric power is supplied from the battery 300 to the starter motor 306 as shown in FIG. Is cranked. Thereby, engine 200 is started. At this time, the switch 308 is open, but may be closed when the voltage of the capacitor 400 is low.

  As shown in FIG. 3, when motor generator 600 is driven by engine 200 to generate electric power, switch 308 is closed and battery 300 and capacitor 400 are stored. During regenerative braking of the vehicle, the electric power generated by the motor generator 600 is converted from AC to DC by the inverter 700 and stored in the capacitor 400. At this time, the switch 308 is opened, and the capacitor 400 is prioritized and stored instantly. A part of the electric power stored in the capacitor 400 is stored in the battery 300. The electric power stored in the battery 300 is supplied to the load 302. Thereafter, when the vehicle stops, the engine 200 is restarted by the electric power stored in the capacitor 400. If the accelerator pedal (not shown) is stepped on without stopping the vehicle, the electric power is discharged from capacitor 400 and motor generator 600 is driven by the electric power to assist engine 200. Thereafter, the switch 308 is closed, the motor generator 600 is operated as a generator, the battery 300 is charged, and power is supplied to the load 302. In addition, you may comprise so that the battery 300 and the capacitor 400 may be electrically stored simultaneously with regenerative electric power.

  FIG. 4 shows a case where a predetermined condition is satisfied when the engine 200 is idle and the return condition of the engine 200 is satisfied and the engine 200 is restarted after the engine 200 is temporarily stopped. As described above, the switch 308 is opened, and the electric power stored in the capacitor 400 is converted from direct current to alternating current by the inverter 700 and supplied to the motor generator 600. When the regenerative power cannot be sufficiently stored and the voltage of the capacitor 400 becomes low, the switch 308 is closed, and power is supplied from the battery 300 and the capacitor 400 to the motor generator 600. Thereby, motor generator 600 is driven and engine 200 is restarted. In addition, the vehicle travels by the driving force from motor generator 600 from the start of cranking to the restart of engine 200.

  With reference to FIG. 5, a control structure of a program executed by hybrid ECU 100 of the drive device according to the present embodiment will be described.

  In step (hereinafter step is abbreviated as S) 100, hybrid ECU 100 determines whether engine 200 is in an idle state and a predetermined condition for temporarily stopping engine 200 is satisfied. To do. If engine 200 can be stopped (YES in S100), the process proceeds to S200. If not (NO in S100), the process returns to S100. In S200, hybrid ECU 100 stops the engine. The predetermined condition for temporarily stopping the engine 200 is, for example, a well-known eco-run system such as a condition that the vehicle speed is zero and a brake pedal (not shown) is depressed, Since the conditions of the idle stop system may be used, detailed description thereof will not be repeated here.

  In S300, hybrid ECU 100 determines whether or not a return condition from a temporary stop of engine 200 is satisfied. If the return condition is satisfied (YES in S300), the process proceeds to S400. If not (NO in S300), the process returns to S300. In S400, hybrid ECU 100 drives motor generator 600 to restart engine 200. When the engine 200 is restarted, this process ends. As a condition for returning from a temporary stop of engine 200, a known eco-run system or an idle stop system condition such as a condition that a foot is released from a brake pedal (not shown) may be used. Therefore, detailed description thereof will not be repeated here.

  An operation of hybrid ECU 100 based on the above-described structure and flowchart will be described.

  When starting the engine, when the switch 304 is turned on by an ignition key (not shown), electric power is supplied from the battery 300 to the starter motor 306 as shown in FIG. Is cranked. Thereby, engine 200 is started. At the time of regenerative braking of the vehicle, as shown in FIG. 3, the electric power generated by motor generator 600 is converted from AC to DC by inverter 700 and stored in capacitor 400. A part of the electric power stored in the capacitor 400 is stored in the battery 300. The electric power stored in the battery 300 is supplied to the load 302. When engine 200 is in an idle state and a predetermined condition for temporarily stopping engine 200 is satisfied (YES in S100), engine 200 is temporarily stopped (S200). If the return condition is satisfied in this state (YES in S300), the electric power stored in capacitor 400 is converted from direct current to alternating current by inverter 700 and supplied to motor generator 600 as shown in FIG. The Thus, motor generator 600 is driven and the engine is restarted (S400). At this time, from the start of cranking to the restart of engine 200, the vehicle travels by the driving force from motor generator 600.

  As described above, in the drive device according to the present embodiment, the hybrid ECU temporarily stops the engine when a predetermined condition is satisfied when the engine is idle. The motor generator restarts the engine when a return condition from a temporary stop of the engine is satisfied. At this time, since the battery and the capacitor are connected in parallel by the connection circuit, electric power is supplied from the capacitor to the motor generator, and a decrease in the voltage of the battery is suppressed. Thereby, it is possible to prevent a shortage of the voltage of the electric power supplied to the electric equipment including the hybrid ECU when the engine is restarted. The motor generator generates regenerative power at the same voltage value as the battery voltage value. Therefore, when the regenerative power is directly stored in the battery, or when the regenerative power is once stored in the capacitor and the power stored in the capacitor is stored in the battery, it is not necessary to separately adjust the voltage using a converter or the like.

<Second Embodiment>
With reference to FIG. 6, a vehicle equipped with the drive apparatus according to the present embodiment will be described. This vehicle includes a second starter 602 and an alternator 604 instead of the motor generator in the driving apparatus according to the first embodiment described above. Second starter 602 and alternator 604 are connected to a crankshaft (not shown) of engine 200 via a belt. The second starter 602 is connected to the connection circuit 500 via the inverter 700. The alternator 604 is directly connected to the connection circuit 500. In this respect, it is different from the driving apparatus according to the first embodiment described above. Other hardware configurations and processing flows are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  During regenerative braking and normal travel of the vehicle, the alternator 604 is driven to generate power at the same voltage value as the voltage value of the battery 300. The electric power generated by the alternator 604 is stored in the capacitor 400 as shown in FIG. Part of the electric power stored in the capacitor 400 is stored in the battery 300. The electric power stored in the battery 300 is supplied to a load (electric device) 302. Note that the power generated by the alternator 604 may be stored in both the battery 300 and the capacitor 400 at the same time.

  When restarting engine 200, as shown in FIG. 8, the electric power stored in capacitor 400 is converted from direct current to alternating current by inverter 700 and supplied to second starter 602. Second starter 602 cranks engine 200 through the belt and restarts engine 200. At this time, the starter 602 cranks the engine 200 via the belt, so that noise during cranking can be suppressed.

  As described above, the driving apparatus according to the present embodiment includes the second starter and the alternator instead of the motor generator in the first embodiment described above. Even if comprised in this way, the effect similar to the drive device which concerns on the above-mentioned 1st Embodiment can be acquired.

<Third Embodiment>
With reference to FIG. 9, a vehicle equipped with the driving apparatus according to the present embodiment will be described. Although the motor generator of the drive device according to the first embodiment described above is connected to the crankshaft (not shown) of the engine 200 via a belt, the motor generator 606 of the drive device according to the present embodiment. Is disposed between the engine 200 and the transmission 202 and is directly connected to the output side of the crankshaft. In this respect, it is different from the driving apparatus according to the first embodiment described above. Other hardware configurations and processing flows are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Since motor generator 606 is arranged between engine 200 and transmission 202, motor generator 606 can be directly connected to the crankshaft of engine 200 and transmission 202. Thus, when engine 200 is restarted, the driving force of motor generator 606 is directly transmitted to the crankshaft of engine 200. When the vehicle is driven by the driving force from the motor generator 606 or the engine 200 is assisted, the driving force of the motor generator 606 is directly transmitted to the transmission 202. During regenerative braking, the driving force from the transmission 202 is directly transmitted to the motor generator 606. Therefore, mechanical loss of the driving force can be suppressed between the crankshaft and the motor generator 606 and between the transmission 202 and the motor generator 606, and the transmission efficiency of the driving force can be improved.

  As described above, the motor generator of the driving apparatus according to the present embodiment is disposed between the engine and the transmission and is directly connected to the engine crankshaft and the transmission. As a result, in addition to the effects exhibited by the driving apparatus according to the first embodiment described above, the motor generator and the engine, and the operating parts interposed between the motor generator and the transmission can be reduced, and the mechanical force of the driving force can be reduced. Loss can be suppressed.

<Fourth embodiment>
With reference to FIG. 10, a vehicle equipped with the driving apparatus according to the present embodiment will be described. The motor generator of the drive device according to the first embodiment described above is connected to the crankshaft (not shown) of the engine 200 via a belt. However, in the drive device according to the present embodiment, the motor generator 608 is directly coupled to the drive shaft 208. In this respect, it is different from the driving apparatus according to the first embodiment described above. Other hardware configurations and processing flows are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  Since the motor generator 608 is directly connected to the drive shaft 208, when the vehicle is driven by the driving force from the motor generator 606 or the engine 200 is assisted, the driving force of the motor generator 606 is It is transmitted directly to the drive shaft 208. During regenerative braking, the driving force from the drive shaft 208 is directly transmitted to the motor generator 606. Therefore, mechanical loss of driving force can be suppressed between drive shaft 208 and motor generator 606, and driving force transmission efficiency can be improved.

  As described above, in the drive device according to the present embodiment, the motor generator is directly connected to the drive shaft. Thereby, in addition to the effect which the drive device concerning the above-mentioned 1st embodiment shows, the operation parts which intervene between a motor generator and a drive shaft can be reduced, and the mechanical loss of driving force is controlled. be able to.

<Fifth embodiment>
With reference to FIG. 11, a vehicle equipped with the drive apparatus according to the present embodiment will be described. The motor generator of the driving apparatus according to the first embodiment described above is connected to a crankshaft (not shown) of the engine 200 via a belt, and the transmission mechanically changes the gear ratio. It was. In contrast, the transmission in the drive apparatus according to the present embodiment includes power split mechanism 800, motor generator (1) 610 and motor generator (2) 612, and has a continuously variable transmission function realized by power split mechanism 800. I have. In this respect, it is different from the driving apparatus according to the first embodiment described above.

  The driving force from engine 200 is divided into two by power split mechanism 800. One of the output shafts of power split device 800 is connected to motor generator (2) 612 and rear wheel 210, and the other is connected to motor generator (1) 610. In this way, the driving force of the engine is transmitted through two paths, mechanical and electrical. The transmission in the drive device according to the present embodiment increases and decreases the speed while continuously changing the engine speed and the motor generator (1) 610 and motor generator (2) 612 (proportional to the vehicle speed). It has an electronically controlled continuously variable transmission function. Motor generator (1) 610 is connected to connection circuit 500 via inverter (1) 702. Motor generator (2) 612 is connected to connection circuit 500 via inverter (2) 704. Further, a DC / DC converter 706 is connected to the connection circuit 500. Other hardware configurations and processing flows are the same as those in the first embodiment. The function about them is the same. Therefore, detailed description thereof will not be repeated here.

  During normal traveling of the vehicle, the motor generator (1) 610 is driven by one of the driving forces from the engine 200 divided into two paths by the power split mechanism 800 to generate electric power. At this time, as shown in FIG. 12, the motor generator (2) 612 is driven by the electric power generated by the motor generator (1) 610, and the rear wheel 210 is driven. In addition, the other driving force from the engine 200 divided into two paths directly drives the rear wheel 210.

  At the time of regenerative braking of the vehicle, the motor generator (2) 612 is driven as a generator to generate power at the same voltage value as the voltage value of the battery 300. The electric power generated by motor generator (2) 612 is converted from alternating current to direct current by inverter (2) 704 and stored in capacitor 400, as shown in FIG. A part of the electric power stored in the capacitor 400 is stored in the battery 300 after the voltage is adjusted by the DC / DC converter 706. The electric power stored in the battery 300 is supplied to the load 302. In addition, you may comprise so that both the battery 300 and the capacitor 400 may be electrically stored simultaneously with the electric power generated by the motor generator (2) 612.

  The engine 200 is in an idle state, a predetermined condition regarding a temporary stop of the engine 200 is satisfied, and after the engine 200 is temporarily stopped, a return condition from the temporary stop is satisfied, When 200 is restarted, the electric power stored in capacitor 400 is converted from direct current to alternating current by inverter 704 and supplied to motor generator (2) 612 as shown in FIG. Motor generator (2) 612 cranks engine 200 via propeller shaft 204 and restarts engine 200. At this time, the vehicle travels by the driving force from the motor generator (2) 612 after the cranking is started until the engine 200 completes the restart.

  As described above, in the drive device according to the present embodiment, when the engine is restarted, electric power is supplied from the capacitor to motor generator (2), and motor generator (2) is driven to restart the engine. Thereby, when the engine is restarted, a decrease in power of battery 300 is suppressed, and it is possible to prevent a shortage of power supplied to the electrical device.

<Sixth Embodiment>
Referring to FIG. 15, a vehicle equipped with the drive device according to the present embodiment will be described. The motor generator of the driving apparatus according to the first embodiment described above is connected to the crankshaft (not shown) of the engine 200 via a belt. However, in the driving apparatus according to the present embodiment, the generator 614 is directly coupled to the propeller shaft 204. The generator 614 is directly connected to the connection circuit 500 without going through an inverter. In this respect, it is different from the driving apparatus according to the first embodiment described above.

  During regenerative braking and normal travel of the vehicle, the generator 614 is driven to generate power at the same voltage value as the voltage value of the battery 300. The electric power generated by generator 614 is stored in battery 300 and capacitor 400. Unlike the motor generator of the driving apparatus according to the first embodiment described above, the generator 614 is not driven by receiving power supplied from the capacitor, but only generates power during regenerative braking and normal travel.

  The engine 200 is in an idle state, a predetermined condition regarding a temporary stop of the engine 200 is satisfied, and after the engine 200 is temporarily stopped, a return condition from the temporary stop is satisfied, When restarting 200, the electric power stored in the capacitor 400 is supplied to the starter motor 306. Starter motor 306 performs cranking of engine 200 and restarts engine 200. Other hardware configurations and processing flows are the same as those in the first embodiment. The function about them is the same.

  As described above, in the drive device according to the present embodiment, the generator is directly connected to the propeller shaft, and the battery and the capacitor are charged by the electric power generated by the generator. Thereby, in addition to the effect which the drive device concerning the above-mentioned 1st embodiment shows, the operation parts which intervene between a motor generator and a rear wheel can be reduced, and energy loss can be controlled.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning of the claims.

FIG. 3 is a control block diagram showing the drive device according to the first embodiment of the present invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 1st Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 1st Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 1st Embodiment of this invention. It is the flowchart which showed the control structure of the program which hybrid ECU of the drive device which concerns on the 1st Embodiment of this invention performs. It is the control block diagram which showed the drive device which concerns on the 2nd Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 2nd Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 2nd Embodiment of this invention. It is the control block diagram which showed the drive device which concerns on the 3rd Embodiment of this invention. It is the control block diagram which showed the drive device which concerns on the 4th Embodiment of this invention. It is the control block diagram which showed the drive device which concerns on the 5th Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 5th Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 5th Embodiment of this invention. It is the figure which showed the flow of the electric power in the drive device which concerns on the 5th Embodiment of this invention. It is the control block diagram which showed the drive device which concerns on the 6th Embodiment of this invention.

Explanation of symbols

  100 hybrid ECU, 200 engine, 300 battery, 302 load, 304, 308 switch, 306 starter motor, 400 capacitor, 500 connection circuit, 600, 606, 608, 610, 612 motor generator, 602 second starter, 604 alternator, 614 Generator.

Claims (7)

A vehicle drive device equipped with an engine, an electric device, and a battery for supplying electric power to the electric device,
A control means for temporarily stopping the engine when a predetermined condition is satisfied when the engine is idle;
Based on a return condition from the temporary stop of the engine, a restart machine that restarts the engine using power having the same voltage value as the voltage value of the battery;
A capacitor for storing electric power;
When restarting the engine, electric power is supplied from the capacitor to the restarter, and connection means for connecting the capacitor and the battery so as to suppress a decrease in the voltage of the battery;
A drive device for a vehicle, comprising: a generator that is connected to the connection means and generates regenerative power for storing the battery and the capacitor.   2. The vehicle drive device according to claim 1, wherein the generator generates the regenerative power at the same voltage value as the voltage value of the battery during regenerative braking of the vehicle.   The vehicle drive device according to claim 1, wherein the connection means includes means for connecting the battery and the capacitor in parallel.   The vehicle drive device according to claim 1, wherein the restart machine and the generator are the same device. A vehicle drive device equipped with an engine, a starter motor for starting the engine, an electric device, and a battery for supplying electric power to the electric device,
A control means for temporarily stopping the engine when a predetermined condition is satisfied when the engine is idle;
A restart machine that restarts the engine based on a return condition from a temporary stop of the engine;
A capacitor having the same voltage value as that of the battery;
Based on a predetermined condition, at least one of the battery and the capacitor is selected, power is supplied to one of the restarter and the starter motor, and either of the restarter or the starter motor is selected. And a control circuit for driving the vehicle.   The predetermined condition is that when restarting the engine, the capacitor is preferentially selected, electric power is supplied to the restarter, the restarter is driven, and the capacitor is used to 6. The vehicle drive device according to claim 5, wherein when the engine cannot be restarted, the battery is selected, electric power is supplied to the restarter, and the restarter is driven. The vehicle is equipped with a switch for detecting a start request for the engine of the driver,
The vehicle condition according to claim 5, wherein the predetermined condition is a condition that, when the switch is turned on, the battery is selected, electric power is supplied to the starter motor, and the starter motor is driven. Drive device.

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